Combined automatic and straight-air brake apparatus.



W. v. TURNER. GOMBINED AUTOMATIC AND STRAIGHT AIR BRAKE APPARATUS.

APPLIUATION FILED SEPT. 18, 1906.

- Patented July 5, 1910.

w. VE TURNBR. COMBINED AUTOMATIC AND STE-AER? AIR BRAKE APPARATUS.

APPLIOATIOI rxnnn sum. 1a, 19%.

Patented July 5, 1910.

INVEN;Ry I

W. v. TURNER.

COMBINED AUTOMATIC AND STRAIGHT AIR BRAKE APPARATUS,

" APPLIUATION FILED SEPT. 1a, 1906.

963,487. Patented July 5,1910.

3 flEEETB-BHEET 3.

INVENTOR UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE W'ESTING HOUSE AIR BRAKE COMPANY, OF PITTSBU'RG, PENNSYLVANIA, A CORPORATION .OF PENNSYLVANIA.

COMBINED AUTOMATIC AND STRAIGHT-AIR BRAKE APPARATUS.

I Specification of Letters Patent.

Application filed September 1B, 1906.

Patented July 5,1910.

Serial No. 335,086.

'lb'oll whom it may concern:

adapted to be employed on the engine and tender of railway trains. the' operation of trains as hauled by engine and tender, it is often desirable to control the engine or driver brakes inde p'e'r'idently of the automatic train brakes,

and also sometimes independently of the teiiderjbrakes; It lsalso desirable, at certain times,'to operate the engine and tender brakes simultaneously in applyin and releasing,fas when controlling the r akes by stiaighteiralOne, independent of the automatic train brakes. jfTh'e principal object of my invention is toprpvide an improved combined automatic traight air brake apparatus, whereby these desirable results may be obtained.

her object is to provide an improved jtdbu'blecheck valve device which be iised. in a combined automatic and lit' -air brake equipment to give an in entc'c'ntrol of the'bral res by the res'yste ms. x e' accompanyingdrawin s, Figural ia a-minatie plan view ustrating a e automatic and straight air brake r "tus for engine and .tender'embodying ormfo ff my lmprovements; Fi 2 a plan view; of the s'eat*of the indepen en't or stifai'ght airhrakevaljve; Fig. 3a face view. oftheflrotary valvegFig. 4 a'vertical section 1 thefsamej .talgen'jon the line m a: of Fig .."'5 "a diagram illustrating the runnint on; of 'th'eindependent'brake valve th% A "f the; valve seat being indicated byes and'the ports in the rotary valve fa'f'zehy'heavy' lines; Figs. 6, 7, 8 and 9 ,similar di'a ems illustrating the valve in the respectlve positions of engine release lap straight air application engine, straight air application engine and tender; Fig. 1.0 a central section of my i111- proved double check valve device; and F ig. 11 a diagrammatic view illustrating the standard combined automatic and strai ht air brake apparatus with which the 1mproved double check valve device may also be employed.

Referring to the construction shown in Fig. 1, the equipment comprises the usual main reservoir 1, pipe 2, engineers brake valve 3, equalizing reservoir 11, train brake pipe 4., auxiliary reservoir 5, triple valve 6, and brake cylinders 7 on the engine, and auxiliary reservoir ,8, triple valve 9, and brake cylinder 10 on the tender, allot which corresponds with the customary standard automatic brake apparatus winch is well understood in the ar According to my improvement, an additional independent brake valve 12 is provided having a pipe connection 13 communicating with the main reservoir or source of supply through a reducing valve 14, a pipe 15 lea ingdireetly to the engine brake cylinders 7, a pipe 16 connected to the exhaust port of the engine triple valve 6, and a pipe 17 communicating with. the tender bra e cylinder. These pipes, or passages, communicate with corres ending ports 1.8, 19, 20 and 21, respective y, in the valve seat, as shown in F 1g. 2, While the central exhaust port 22 and small warning port 23 lead to a small" port 30 to the chamber above t e valve, a'awill readily understood.

"a .The' exhaust from the. tender brake may .be independently controlled in various ways, but I refer teem loy my improved form or don 1t .ee, i

to the pifie' ii' from e independent brake valve, the pipe 32 from the tender triple device 31- eonnected= valve 9, and the pi e 33 leading to the ln'ake cylinder 10. As siown in Fig. 10, this device comprises the small double faced valve 34 having opposite seats 35 and 36 for controlling (ifllllil'lllllltittllflll ft'fllll the ri'xspeetlve pipes vl'i and 32 to the pipe till and the brake cylinder. A piston 37, Sl.ll')](!(:h to pressure from pipe 17, is located in a bushing 38 and bears on the piston valve 39, which operates in bushing 40 and controls the outlet port 41 from the triple valve and pipe 32 to the atmosphere through passage 42. The p ston valve 39 is of smaller diameter than piston 37 and is provided with a seat 43.

In the Operation of this improved appantus, the engineers brake valve 3 IS manipulated in the usual manner for controlling the automatic brake system on both engine and train, the independent brake valve being in the running position, as indicated in Fig. 5, in which the engine triple valve exhaust is open to the atmosphere through 16, 20, 28. 26 and 22, and the pipe 17 also C0lI1 munic ates with the atmosphere through ports 21, 27, 26, and 22.

In order to operate the engine and tender brakes simultaneously by straightair when the automatic system is not. in use, the independent brake valve may be turned to the application position, indicated in 9, in which air from the main reservoir is sup plied to the engine brake cylinders through ports 18, 29 and 19, and to the tender brake cylinder through ports 25 and :21 and pipe 17. Lap position, with all ports closed. is shown in Fig. i, and the brakes of the an gine and tender may he applied, released. or graded up or down, by moving the independent brake valve through the positions indicated in Figs. 5, T and 9, as will he readily understood.

\Vhcn the automatic brakes are applied on both engine, tender and train, it is often dosirahle to be able to release the engine brakes,

in order to relieve the pressure on the tires of the driving Wheels, and Wit It my improvementthis may readily he done by turning the independent brake valve to the engine release position, indicated in Fig. 6. in which the engine brake cylinders are released to the atmosphere through ports It 28, 26 and 22, while the train brakes are still since I in donhle check valve tlu'u-soalod to close the pipe 17. in this position. it will he noticed that: the through port 2.1 registers with the warning port E2 to remind the enginerr not to leave the handle in this position, for the reason that in vase of an emergency flm'fllfitlllfll'l being required or made automatically, there would then be no ln'altn application obtained on the engine with this port open to the atmosphere.

After the engine brake has thus been released, independently of the tender and train brakes, if it. be desired to again apply said brake while rrarliarging the li-nrli-r and train auxiliary reservoirs, this may be done by placing the independent brake valve in the position shown in Fig. 8, and then turningthe engineers brake valve to release and running positions. As all the triple valves are then moved to release position by the customary increase in the train pipe pressure, the auxiliary reservoirs will all he recharged in the usual way, but; at the same time the engine brake will be applied with straights-air flowing through ports 18, S25), :20, pipe 16 and triple valve exhaust port to the engine brake cylinders. This operates to check the speed and hold the train under control during the recharging of the automatic system. The automatic brakes may then be again applied and the engine brake released iudependentli'. as previously de scribed. It is also possible to release both the engine and tender brakes independently of the train brakes and while the latter remain applied, if it should be desirable to do so by first placing the independent brake valve in the applicatim'i position, Fig. 5), whereby air under pressure from the source of supply passes through ports and 2t and pipe 17 to the double check valve device, where it acts upon piston 3'? to move the valve 30 to open vent ports 41 and release the air from the brake cylinder and the opposite side of the. double check valve 34 permitting the valve to reverse. The independent hralte valve is then turned to release position. Fig. (i, and both engine and tender brakes are released.

If the tender brake should be applied with straight air atthe time that an automatic service applirz'ition is made the tender triple valve will supply air from the auxiliary reservoir to the pipe 3:2, but as this pipe is i-losed by the check valve 34 and the ports ll are open. this air will merely est-ape to the atmosphere and not enter the brake cylinder to int-reuse the pressure therein. it. howover. an oiui-rgenoy application is made atthis time. the air pressure will huild up on piston valve 35! mnrh faster than it ran usi rape at the small vent ports all. ('l'ilbt'tflltllll) held applied, as are also the lender brakes.

the pressure on the piston it'll exrrrds that on piston iii and the piston valve 23! moves to its seat. rlosiur the vent ports -'-l-l. 'lhr pres-- sure then arruuiulatns very rapidly on tho rheek valve 31. lt\'r|.-'ill 1 its iosition and opening rounnuuirntion throng-ll pipe IlI' to [ho lu'alu, i' vlindrr. Ii) this means tlu maximum braking pressure may always be obtained in the tender hralncylinder in emergeney applications. while in sci-rive appliratious the Making pressure will not he in creased above that already determined by the straight air application.

My improved form of double check valve device may also be used in the place of the standard double check valve in the staiulard combined al.1tomatic and straight air brake apparatus, as illustrated in Fig. 11, m which the old form of independent or straight air brake valve 12- controls the direct supply of air to the pipe 15 leading to the double check valves 31 on both the engine and tender. By means of this construction, the release of the engine and tender brakes may he produced by the straight air brake valve iiulependently-of the auton'iatic train brakes while the latte are applied, in the same manner as above described with reference to the tender brake, and the maximum braking pressure may always be obtained in the engine and tender brake cylinders m emergency applications, even 1f the strz'ught air brake is applied. This feature of my invention is in the nature of an improvement, on that covered in prior pending applications, Ser. No. 223,041 filed Sept. 1, 1904:, accordin; to which a piston subject .to pressure from the straight air brake valve connection operates a vent valve on the opposite side of the double check valve.

According to the present improvement, the air supplied from the triple valve acts with a constantly increasing pressure on the piston 39 in eu'icrgency applications and insures the movement thereof to close the vent ports 41, since the full area of the piston is constantly exposed through a free open com municat-ion to the fluid supply from the triple valve.

Having now described my invention, what I claim as new and desire to secure. by Let-- tors Patent, is

1. In a fluid pressure brake, the combination with an automatic brake equipment for the engine and an automatic brake equipment for the tender. of an independent brake valve for releasing the engine brake iude endently of the tender brake while the .rakcs are automatically applied.

1?. In a fluid pressure brake. the combination with an automatic brake equipment for the engine and an automatic brake equipment for the tender, manually operated means for releasing the engine brake independently of the tender brake and of the position of the triple valve of the engine brake.

5}. In :1 fluid pressure brake. (he comhiuation with an automatic brake equipment for the engine and an aulmuatir brake equipment for the tender. at manually ()[Jtl'illL'll means forsupplyiug fluid to the engine brake cylinder independently of the tender brake cylinder.

4. In a fluid pressure brake, the combination with an automatic brake equipment for the engine and an autou'ultie brake equip ment for the tender, of mauunll y opernual means for supplying fluid either to both ongine and tender brakes simultaneously or to the engine brake independently of the lender brake.

5. In a fluid pressure brake, the combination with an automatic brakeequipment for the engine and an automatic brake equipment for the tender, of an inde )endent brake valve having ports for supp ying fluid to both the engine and tender brakes in one position, and to the engine brake separately m another position.

6. In a fluid pressure l'u'ake, the combination with an engine brake cylinder and a tender brake cylinder, of a brake valve having separate connections to said brake cylinders, and ports for releasing the engine brake either simultaneously with or independently of the tender brake.

7. In a fluid pressure brake, the combination with an engine brake cylinder and a tender brake cylinder, of a brake valve having separate connections to said brake cylinders, and ports for supplying fluid to both said brake cylinders in one position, and to the engine brake cylinder separately in another position.

8. In a fluid pressure brake, the combination with an engine brake cylinder and a. tender brake cylinder, of a brake valve having separate connections to said brake cylinders, and ports for operating the engine brakes either simultaneously with or independently of the lender brake.

9. in a fluid pressure brake. the combination with an automatic brake equii'nncut for the engine and an automatic brake equipment fol-the tendcr,oi an independent brake valve having separate ports commuuiez'iting with the tender brake cylinder, the engine brake cylinder and the engine triple valve exhaust.

10. In a fluid pressure brake, the. combination with a train pipe. auxiliary reservoir, triple valve, and brake cylinder, of an independent brake valve. :1 double check valve interposed between said brake valve, the triple valve and the brake cylinder, :1 piston valve device operated by direct pressure for opening a vent port on the triple valve side of the check valve. and a piston inning rouslant free open couunuuicalion with the triple valve supply for closing said vent purl.

l l. A double check valve device comprising a check valve having opposite seats. a valve controlling a vent. port from one side of the check valve to the at'uujis 'ihcre. a pi ton operated by fluid pressure from the same side for (dosing said port, and a piston subjeet (0 Ike pressure on the opposite side of vmid cheek vulva for opening said purl.

12. A iiuulfle cheek valve device (-umpris'a' in]; 2| cheek valve having u 'ipusile seals, 11 valve, cunlrnliing u vent p011, l'rum one side 0!. said (hawk valve, and a difi'erel'itlul piston mechanism subject to pressures on opposite sides (91 said check valve for operating the vent valve.

13. In :1 fluid pressure brake, the combination with a train brake pipe; an engine I 1 g E i i i i i a m] the lender brake cylinder. In testlmuny whereoi I have hereunto set my hand.

\VALTER V. TURNER.

W i messes U120. B. SN YDER, J. B. MACDQNALD. 

